FIRST  ANNUAL  REPORT 


OP  THE 


DIRECTORS 


OP  THE 


HUDSON  RIVER  RAIl-ROAD  MPIY, 


TO  THE  STOCKHOLDERS, 


JUNE  12th,  1848. 


VAN  NOR  DEN  &  KING,  45  WALL-STREET. 
1S48. 


Ex  Htbrta 


SEYMOUR  DURST 


When  you  leave,  please  leave  this  hook 

Because  it  has  heen  said 
"Ever'thing  comes  t'  him  who  waits 

Except  a  loaned  hook." 


Avery  Architectural  and  Fine  Arts  Library 
Gift  of  Seymour  B.  Durst  Old  York  Library 


FIRST  ANNUAL  REPORT 


HUDSON  EIYER  RAIL-ROAI)  CO, 


TO  THE  STOCKHOLDERS, 


JUNE  12th,  1848. 


NEW-YORK: 

VAN  NORDEN  &  KING,  45  WALL-STREET. 
1848. 


Digitized  by 

the  Internet  Archive 

in  2013 

http://archive.org/details/firstannualreporOOhuds 


il  E  P  O  R  T. 


The  Directors  of  the  Hudson  River  Rail-Road 
Company  respectfully  present  to  the  stockholders  their 
first  annual  Report. 

On  reference  to  the  financial  statement,  (which  will  be 
found  appended,)  it  is  a  subject  of  congratulation,  that 
notwithstanding  there  has  been  an  unnecessary  depres- 
sion of  the  stock  of  the  Company,  we  have  no  good 
reason  to  complain  of  want  of  punctuality  in  the  stock- 
holders, and  it  is  only  to  be  regretted  that  any  of  the  early 
friends  of  the  Road,  affected  by  extraneous  influences,  should 
have  been  induced,  by  an  uncalled  for  panic,  to  sacrifice 
their  stock,  by  disposing  of  it  at  less  than  the  par  value. 
It  would-be  an  invidious  and  useless  task  to  enter  into  an 
explanation  and  refutation  of  all  the  many  misrepresenta- 
tions which  have  been  circulated  to  the  injury  of  the  Com- 
pany by  the  opponents  of  this  great  public  work.  One  or 
two,  however,  of  the  most  prominent  and  sinister  objections 
that  have  been  urged  against  the  success  of  the  enterprise, 
we  deem  it  proper  to  notice.  First,  that  the  necessary 
funds  would  not  be  raised  to  accomplish  the  Work,  which 
would  cost  double  the  amount  first  reported  by  Mr.  Jervis, 
the  Chief  Engineer  of  the  Company  ;  and  next,  that  if 
raised,  the  undertaking  was  of  such  difficulty  and  extent 
as  to  require  a  long  series  of  years  to  accomplish  it.  That 
a  work  of  this  magnitude  cannot  be  executed  without  com- 
petent means,  no  one  will  deny ;  and  that  something  more 


4 


than  the  original  estimate  may  be  found  necessary,  with- 
out impugning  in  any  way  the  correctness  of  our  Chief  En- 
gineer, the  Directors  are  free  to  admit.  This  has  arisen 
from  two  causes,  principally  ;  First,  the  exorbitant  claims 
for  land  damages ;  these  having  greatly  exceeded  every 
reasonable  calculation,  so  much  so,  as  to  have  compelled 
the  Directors  to  ask  a  modification  of  the  charter  in  relation 
to  the  mode  of  assessing  our  land  damages,  which,  we  are 
happy  to  state,  was  freely  granted  by  the  justice  and  libe- 
rality of  the  legislature  of  this  state,  thus  removing  one  of 
the  greatest  obstacles  to  our  success,  and  at  the  same  time 
enabling  us  to  improve  the  economy  of  the  work,  by  dis- 
pensing hereafter  with  the  services  of  the  several,  land 
agents  along  the  line.  Next,  the  original  estimates  of  Mr. 
Jervis  from  Fish  kill  to  Albany,  it  is  made  known,  were 
based  upon  Mr.  Morgan's  survey  and  report  on  the  interior 
route ;  subsequent  and  more  careful  surveys  having  con- 
vinced the  Board  of  Directors  almost  unanimously  that  a 
much  better  and  more  level,  although  in  the  first  instance, 
a  more  costly  line,  could  be  procured  by  following  the  mar- 
gin of  the  river,  they  were  induced  to  adopt  it,  even  at  an 
increased  estimate  of  $53S,6G3,  a  sum  trifling,  indeed, 
when  considered  in  connection  with  the  vast  trade  and 
transportation,  both  of  merchandise  and  passengers,  which 
must  eventually  pass  over  the  Road,  and  which  would 
otherwise  have  been  subjected  for  54  miles  between  Pough- 
keepsie  and  Albany  to  a  grade  of  17  feet  to  the  mile,  while 
the  river  route  presented  one  practically  level,  the  devia- 
tions in  no  case  exceeding  10  feet  to  the  mile,  and  these  for 
short  distances  only;  the  aggregate  of  the  whole  being  with- 
in Sj  miles — but  for  a  more  detailed  statement  and  estimate 
in  relation  to  this  subject,  the  Directors  would  refer  to  the 
report  of  the  Chief  Engineer,  published  by  them  on  the  12th 
January  last. 

That  nearly  the  whole  three  millions  of  dollars  originally 
subscribed  will  be  paid  in,  the  Directors  see  no  good  reason 


5 


to  doubt;  and  although  some  of  the  small  subscriptions 
may  be  forfeited,  the  forfeiture  must  inure  to  the  benefit, 
not  to  the  injury  of  the  other  stockholders  ;  with  a  policy 
based  upon  this  foundation,  it  has  been  and  continues 
to  be  the  intention  of  the  Directors  to  urge  the  completion 
of  the  Road,  and  to  put  it  in  operation  from  New- York  to 
Poughkeepsie  in  the  month  of  May  or  June,  1849  ;  and  in 
the  meantime,  to  commence  with  the  more  difficult  sections, 
those  that  will  require  the  longest  time  to  complete  between 
that  place  and  Hudson,  so  as  to  prepare  the  remainder  of 
the  Road  for  opening  in  the  year  1850,  or  earlier  if  possible, 
and  they  are  happy  to  state  that  the  progress  of  the  work 
is  such,  as  to  afford  every  reasonable  assurance  that  this 
will  be  accomplished  ;  but  to  do  it,  and  at  the  same  time 
to  procure  the  necessary  engines,  freight  and  passenger 
cars,  with  the  erection  of  depots,  &c.,  will  require  about 
four  millions  of  dollars.  Independently  of  the  three  mil- 
lions subscribed,  the  Company  have  authority  by  the  amend- 
ed charter,  to  borrow  three  millions  of  dollars  ;  an  authority 
which  it  is  not  necessary  for  the  board  to  exercise,  until 
the  three  millions  subscribed  has  been  expended  on  the 
Road.  Can  it  then  be  a  question,  \vhelher  the  loan  of  the 
necessary  funds,  based  upon  a  mortgage  of  the  work 
as  authorized  by  the  charter  for  the  re-payment,  at  7  per 
cent,  interest,  would  not  readily  be  taken  in  this  great  com- 
mercial emporium.  Those  who  doubt  it,  must  have  less 
confidence  in  the  judgment  and  sagacity,  not  to  say  patri- 
otism of  capitalists,  than  your  present  Board  of  Directors. 

That  the  work  in  which  we  are  engaged  is  a  great,  and 
to  a  certain  extent  a  difficult  one,  requiring  both  time  and 
money,  we  freely  acknowledge,  but  that  it  presents  any 
difficulty  which  ordinary  energy  and  perseverance  will  not 
overcome,  we  cannot  admit;  and  we  assure  the  stock- 
holders that  our  confidence  of  success  is  not  only  unabated, 
but  strengthened  by  the  events  of  the  last  year,  which  show 
an  enormous  increase  in  the  trade  and  transportation  on  the 


6 


canals  of  the  state,  and  by  the  increase  in  freight  and  pas- 
sengers on  all  our  Rail-Roads  west  and  north  of  Albany, 
in  a  ratio  far  beyond  the  most  sanguine  expectations. 
We  feel  it  therefore  our  duty  to  state,  that  we  most  fully 
concur  in  the  estimates  of  the  Chief  Engineer,  herewith 
presented,  and  that  we  believe  that  the  Road  when  comple- 
ted with  but  a  single  track,  will  not  only  yield  a  return  of 
10  per  cent,  on  its  cost,  but  that  we  shall  be  compelled  by 
the  growing  trade  of  the  state,  and  that  of  the  great  west 
and  north,  which  must  more  or  less  concentrate  on  it,  to 
lay  a  double  track  throughout  the  whole  line  as  fast  as  the 
circumstances  of  the  Company  will  permJt. 

One  year  and  a  quarter  has  now  elapsed  since  the  organi- 
zation of  the  Company.  The  Engineer  department  was 
established,  and  the  first  party  took  the  field  for  surveys,  a 
little  more  than  fourteen  months  ago.  Since  that  time  it 
has,  under  the  instructions  of  the  Board,  discharged  the 
varied  duties  devolving  on  it,  namely ;  conducting  surveys 
and  preparing  maps  for  the  location  of  the  line ;  plans  for 
the  structures  required  ;  forms  of  contracts  and  specifica- 
tions of  the  manner  of  constructing  the  work  ;  in  laying  out 
and  superintending  the  construction ;  and  in  preparing  the 
monthly  estimates  of  work  done.  From  time  to  time,  as 
the  work  has  progressed,  the  details  of  these  duties  have 
been  communicated  by  the  Chief  Engineer  in  written  re- 
ports. But  they  have  necessarily  been  detached,  and  it 
appears  desirable  to  present  at  this  time  a  condensed,  but 
more  general,  statement  of  the  location  and  other  matters 
relating  to  the  work. 

The  line  has  been  definitely  located  from  this  City  to 
Poughkeepsie,  (75  miles,)  and  the  maps  of  the  same  have 
been  duly  deposited,  according  to  the  requirements  of  the 
acts  of  incorporation,  in  the  offices  of  the  several  counties. 
The  general  location  has  been  settled  from  Poughkeepsie 
to  Albany.  A  locating  party  commenced  at  Poughkeepsie 
early  in  April,  and  have  since  been  proceeding  north  with 


7 


a  revision  of  the  line,  to  prepare  it  for  definite  location. 
They  have  prepared  the  line  for  mapping  to  Rhinebeck 
landing,  about  sixteen  miles ;  and  are  proceeding  with  the 
field  work  north  of  that  place.  Since  the  Board  settled  the 
general  question  of  location  from  Fishkill  Landing  to  Albany, 
over  30  miles  have  been  carefully  revised.  The  direction 
of  the  line  has  been  somewhat  improved,  so  that  there  will 
be  no  curve  between  Fishkill  Landing  and  Albany  of  less 
than  3,000  feet  radius.  The  revision  so  far,  together  with  the 
contracts  for  the  line  between  Fishkill  Landing  and  Pough^ 
keepsie,  confirms  the  opinion  that  the  estimate  of  January 
last  will  be  sufficient  to  construct  the  work. 

The  work  on  the  line  between  this  city  and  Fishkill 
Landing  has  progressed  so  far  that  the  difficulties  of  this 
portion  may  be  considered  as  generally  developed,  as  also 
the  stability  of  the  work.  The  river  walls  have  been,  in 
many  places,  exposed  more  than  they  will  be  when  the 
work  is  completed. 

In  general  the  river  is  shoal,  (1  to  3  feet  deep  at  low 
water,)  for  a  distance  of  from  one  hundred  to  five  hundred 
feet  from  the  shore  or  wall  of  the  Rail-Road,  and  the 
piling  of  the  light  ice  of  last  winter  was,  for  the  most  part, 
along  and  near  the  channel  of  the  river,  only  reaching  the 
Rail-Road  in  force  at  a  few  places.  At  those  points  where 
the  ice  reached  and  piled  up  against  the  walls,  they  success?- 
fully  resisted  its  action,  and  no  perceptible  damage  was  done. 

The  action  of  the  wind  in  cold  storms  was,  at  several 
times  last  winter,  very  severe,  causing  the  spray  to  rise  with 
as  much  force  as  at  any  time.  This  influence  was  carefully 
noticed  at  the  most  exposed  points  on  the  river,  and  the 
result  has  been  to  show  conclusively  that  no  injury  need 
be  apprehended  from  this  influence. 

The  action  of  the  surf  requires  attention  at  those  points 
of  the  line  where  the  material  of  which  the  embankment  is 
formed  is  of  a  light  and  sandy  nature.  For  the  most  part, 
fascines  are  found  a  sufficient  protection  against  this  influ- 


8 


€nce,  but,  to  a  limited  extent,  it  is  necessary  to  secure  the 
embankment  b}^  a  course  of  heavy  gravel  or  small  stone. 
For  the  main  part  of  the  line,  the  materials  of  which  the 
embankments  are  composed  are  sufficient,  with  the  river 
wall,  to  resist  every  action  of  the  river  against  the  work. 

Settlement  has  taken  place  to  some  extent  in  several 
of  the  bays  and  marshes  crossed  b}''  the  line,  but  in  no  case 
has  it  been  such  as  to  give  serious  ground  to  apprehend 
material  increase  in  the  expense  of  a  permanent  security  of 
the  work.  There  is  no  doubt  the  Road  will  be  one  of  the 
most  substantial  character,  and  of  easy  maintenance  after 
it  is  put  in  operation. 

The  route  of  the  Road  required  an  unusual  amount  of 
labour  to  determine  and  mamtain  the  line  of  location,  in- 
volving extensive  hydrographic,  as  well  as  geographic  sur- 
veys and  investigations.  In  many  places  great  perseve- 
rance was  necessary  to  carry  the  line  and  set  the  necessary 
marks  of  location.  Notwithstanding  the  impediments  to  its 
progress,  seventy-five  miles  have  been  definitely  located 
and  put  under  contract,  and  the  remaining  sixty-eight  miles 
have  been  approximately  located  so  as  to  settle  the  general 
question  of  location. 

Tabular  statements,  showing  the  lineal  arrangements  of 
the  line  and  the  grades  of  the  road,  will  be  found  in  the 
Appendix. 

With  the  exception  of  about  five  miles  of  the  line,  there 
is  no  curve  less  than  3000  feet  radius.  The  grade  from 
the  point  where  the  line  leaves  the  influence  of  the  streets 
and  avenues  of  this  city  to  Greenbush,  a  distance  of  138.45 
miles,  has  a  total  rise  and  fall  of  213.5  feet.  This,  as  will 
be  seen  by  reference  to  the  table,  is  made  up  of  several 
short  ascents  which  have  been  adopted  to  avoid  points  in 
the  river  shore  difficult  to  follow.  The  fifteen  feet  grade 
occurs  on  entering  the  village  of  Poughkeepsie,  and  being 
half  a  mile  long,  reaches  the  depot  where  all  trains  will 
stop,  and  is  therefore  of  no  practical  importance. 


9 


Except  it  be  in  the  valley  of  the  Mississippi,  a  route  as 
to  grades  and  line,  can  hardly  be  found  in  this  country  of 
so  favourable  a  character.  It  will  admit  of  very  cheap 
as  well  as  rapid  transportation. 

The  plan  for  grading  is,  to  provide  for  a  double  track  to 
Poughkeepsie,  and  a  single  track  thence  to  Albany.  For 
superstructure  a  single  track  throughout,  with  twenty-five 
miles  double  at  depots,  and  for  the  meeting  of  through 
trains. 

The  estimate  for  this,  taking  the  estimate  of  1846  for  the 
line  from  this  cit}^  to  Fishkill  landing,  and  the  estimate  of 
Januar}^  last  from  the  latter  place  to  Alban}^  (including  the 
increase  of  cost  by  taking  the  river  line)  is,  for  grading  and 
superstructure,  86,235,748.  Expenses  for  land,  with  depots, 
engines  and  cars  necessary  to  commence  business,  will  cost 
probably  a  million  more. 

That  increase  of  cost  from  taking  the  river  line,  will  be 
more  th.'in  compensated  by  the  superior  economy  in  work- 
ing the  Road,  and  the  command  of  a  much  larger  amount 
of  business.  The  line  now  occupies  the  best  possible  route 
for  the  great  trade  it  wnll  accommodate,  and  there  is  no 
ground  to  fear  a  competing  line  of  a  more  favourable  cha- 
racter, to  accommodate  this  trade.  It  must  be  gratifying 
to  all  tli^  friends  of  the  Road,  that  circumstances  permitted 
the  adoption  of  this  line,  which  makes  it  truly  "  The  Hud- 
son River  Rail-Road." 

There  are  now  about  3000  men  at  work  on  the  line  be- 
tween this  city  and  Poughkeepsie,  the  most  of  them  between 
the  city  and  Breakneck  hill.  The  line  above  Break- 
neck having  been  recently  put  under  contract,  the  con- 
tractors, generally,  have  not  perfected  their  preparations 
for  employing  a  large  force.  It  is  expected  there  will  be 
at  least  4000  men  on  the  line  in  the  course  of  a  month. 

The  grading  will  be  so  far  completed  that  the  laying  of 
the  superstructure  may  commence  as  soon  as  the  next 
spring  opens,  and  it  is  expected  the  rails  will  be  laid  down 

2 


10 


from  this  city  to  Poughkeepsie,  so  as  to  open  it  for  use  to 
that  place  in  June  of  next  year,  when  an  important  income 
may  be  relied  upon. 

Contracts  have  been  made  for  the  iron  rails,  and  about 
five  hundred  tons  have  been  delivered  on  the  line,  and  are 
in  use,  or  shortly  to  be  in  use,  as  temporary  track  to  aid 
in  the  construction  of  the  Road.  Contracts  have  also  been 
made  for  about  75,000  cross  sleepers. 

All  which  we  respectfully  submit. 

NeW'YorJc,  June  12th,  184:8. 

By  order  of  the  Board, 

A.  C.  Flagg, 
Jas.  Bookman, 
Gouv.  Kemble, 
John  B.  Jervis, 
Myndert  Van  Schaick, 

Committee. 


Statistics  of  Rail-Roads  in  Massachusetts  j  terminating  in  Boston, — Business  oflS^l. 


PaBsengers. 

Freight. 

Icurrent  Expenses 
Freight  6c  Pas'grs. 

Velocity  per  hr. 
stops  included. 

Cost  of  Road. 

Length  of  Road. 

Name  of  Hoad. 

Milen  run 
hy  traiiiR. 

Totfi) 
number 
carried. 

c  td 
a  — 

H  . 

11 
to 

Gross 
Receipts. 

Miles  run 
by  trains. 

Tons  car- 
ried. 

<o 
a. 

m 
c 

£  c 
®  '5 

2  *' 

S  . 

t.  c 

a>  — 

« 

'S  o. 

Gross 
Receipts. 

Per 
mile. 

Total. 

Passen- 
gers. 

Freight 

Per  mile. 

Total. 

s 

05 
-3 

a 

<o 

."H 

Double 
Track. 

Single 
Track. 

Branch 

68. 

Total 
length. 

Miscella- 
neous re- 
ceipts. 

< 

<U 

< 

u 
a> 

oi 

1 

Miles. 

Miles 

"> 
Q 

Mdes. 

Miles. 

Miles. 

Miles. 

Boston  and  Lowell,. . . . 

Boston  and  Maine,  

Boston  and  Providence, 
Boston  and  VVorcester.. 
Boston  and  FilclihnrE^,.. 
Boston  and  Old  Colony, 
Boston  and  Eastern,....! 

161,705 
2-27,583 
169,107 
211, '206 
15^,140 
105.105 

2();},:{r»-j 

484,683 
728,307 
487,478 
598,305 
491.035 
389,991 
89J,89(i 

58 
55 
51 

51 
47 
63 

$1  27 
1  41 
1  34 
1  44 
1  04 
1  18 
1  68 

$209,611 
321,181 
226,103 
304,580 
165,091 
124,775 
313,372 

70,749 
73,118 
51,954 
167,363 
70,352 
27,944 
33,804 

281,441 
120,428 
87,605 
283,718 
244,476 
42,707 
41,047 

100 
49 
52 
64 
74 
27 
34 

$3  32 
2  46 
2  27 
2  24 
2  96 
1  50 
1  49 

$234,815 
179,988 
118.172 
374,662 
208,528 
41,527, 
50,455^ 

$1,076 
.680 
.748 
1.009 
.706 
.654 
.570 

$253,408 
205,026 
1 65,-3.53 
381  985' 
161,433 
87,020 
135,083 

22.1 

20. 

25. 

22. 

20. 

20. 

21. 

12 
10 
12 
9 
10 
12| 
15 

$70,869 
36.589 
53,460 
70,162 
46,533 
36,970 
50,580 

$1,956,719 
3,021,172 
2,544,715 
4,113,609 
2,406,723 
1,636,632 
2,937,206 

8 
9 

7i 
10 
10 

6^ 

o 

25.76 
5. 

15.75 
44.62 
5.11 

16. 

67.927 
25.25 

46.61 
37.26 
22.11 

1.86 
9.65 
6.60 
14. 

7. 

19.97 

27.62 
82.58 
47.60 
58.62 
51.72 
44.26 
58.08 

$4,129 
10,334 
19,031 
i  42,927 
j  17,116 
1  4,850 
31,012 

4,075,698 

1,694,713 

495,284 

1,101,422 

1,208,147 

1,389,308 

18,616,776 

112.24 

199.16 

59.08 

370.48 

129,399 

56 

1  34 

57 

2  32 

.778 

21.4 

11.5 

52,166 

8.43 

Western  R.R..(from  ? 
Worcester  to  Albany,)  \  | 

236,677 

383,111 

76 

2  12 

502,322 

513,772 

274,691 

55 

1  53 

785,345 

.902 

676,690 

23. 

10. 

56,214 

8,769,473 

7.4 

18.84 

137.16 

156. 

i  37,668 

11 


Office  Hudson  River  Rail-Road  Company, 
E?igineer  Department.    New- York j  Slst  May,  1848. 

To  the  Board  of  Directors  of  the  Hudson  River  Rail-Road 
Company : 

Gentlemen — I  have  prepared  the  following  report  on 
the  business  prospects  of  the  Road. 

This  subject  has  been  more  or  less  discussed  in  former 
reports,  and  papers  submitted  to  the  public.  It  is  not 
intended  to  repeat  the  same  here,  but  to  extend  somewhat 
those  investigations,  and  to  examine  by  subsequent  statis- 
tics the  probability  of  realizing  the  estimates  formerly 
made.  The  Rail-Roads  of  Massachusetts,  and  more  par- 
ticularly those  that  have  their  termination  in  the  cily  of 
Boston,  are  regarded  as  affording  the  best  means  in  this 
country  of  showing  the  practical  working  of  such  improve- 
ment, and  therefore  a  table  has  been  prepared  exhibiting 
the  details  of  those  roads.  A  similar  table  was  presented 
in  my  report  of  the  12th  of  January  last,  embracing  two 
more  roads,  but  less  full  in  its  items.  In  addition  to  the 
table,  several  comparative  and  aggregate  statements  have 
been  prepared,  showing  very  important  and  interesting 
particulars  relating  to  the  progress  of  Rail-Road  business. 

Before  presenting  any  reasoning  as  to  their  application 
to  this  Road,  the  principal  facts  above  alluded  to  will  be 
presented.  It  may  be  remarked,  however,  that  the  average 
cost  per  mile  of  the  Rail-Roads  in  the  following  table,  is 
about  the  same  as  the  estimated  cost  of  the  Hudson  River 
Rail-Road,  and  they  have  about  the  same  average  of  double 
track  that  is  proposed  for  this. 


Id 

Summary  of  the  preceding  Table. 
Total  Receipts,    $3,032,259       Average  per  mile,  S8185 
"    Expenses,     1,389,308  "  "  3750 


"    Nett  Earnings,  ^*  "  $4435 

"    Number  of  passengers  carried,  4,075,698 
Daily  average,  -  -  13,021 

Average  receipt  for  each  passenger,       -        -  4l^ct3. 

Number  of  passengers  per  train,       -  56 

"    Receipts  for  passengers  per  mile,  per  train,  $1  34 

'*    Cost  of  Roads  per  mile,       -        -        -  $52,166 
**    Dividends,         -          -         8j\\  per  ct. 
"    Cost  per  mile  per  train  for  passengers  ) 

and  freight,  for  running  expenses,  >  77.8  cts. 
including  maintenance  of  way,  } 

Comparison.  1846.        1847.  Increase. 

Total  No.  of  passengers,  3,loi  5,080,  4,075,698,     80  pr  ct. 
"    Receipts,  $2,448,247  $3,032,259     23-fV  " 

1846.    1847.  Decrease. 
Current  expenses  per  mile  run,  83.4  cts.  77.8  cts.  5.6  cts. 

The  facts  presented  in  the  above  table  show  very 
important  results  in  several  particulars ;  and  I  beg  the 
indulgence  of  the  Board  while  I  call  attention  to  some  of 
them  : 

First — The  number  of  passengers  carried. 

This  is  in  numbers  equal  to  about  five  times  the  whole 
population  of  the  state  of  Massachusetts.  The  population 
of  the  counties  through  which  the  seven  roads  pass,  by  the 
census  of  1840,  was  650,370,*  including  97,000  in  the  coun- 
ties adjoining,  in  the  states  of  New-Hampshire  and  Rhode 
Island  ;  or  the  number  of  passengers  was  six  and  a  half 


18 


times  the  total  population  of  the  counties  traversed  by  the 
Rail-Roads.  It  is  believed  the  statistics  of  travelling  do 
not  produce  a  higher  ratio  of  passengers  to  adjacent  popu- 
lation by  any  mode  of  conve\'-ance.  It  may  be  inquired, 
what  is  the  cause  of  this  extraordinary  amount  of  travel- 
ling? Probably  the  active  habits  of  intercourse  among 
those  people.  But  what  has  caused  this  habit?  It  does 
not  appear  to  have  existed  to  any  considerable  degree  prior 
to  the  construction  of  those  Rail-Roads.  When  the  Wor- 
cester, Lowell  and  Providence  Rail-Roads  (three  of  those 
in  the  table)  were  projected,  or  in  course  of  construction, 
the  friends  and  promoters  of  those  roads,  after  carefully 
investigating  the  subject  of  travelling  at  that  time,  and 
after  making  allowance  for  the  probable  increase  that  would 
be  realized  by  opening  these  new  facilities  for  the  public 
accommodation,  estimated  the  annual  number  of  passen- 
gers that  would  be  carried  on  the  three  roads  at  141,440, 
which  is  less  than  one  eleventh  of  the  number  actually  car- 
ried the  past  year.  The  actual  number  carried  before  the 
Rail-Roads  were  constructed  could  not  have  been  more 
than  one  twentieth  of  the  number  in  the  table.  The  travel- 
ling habit  has  therefore  been  substantially  created  by  the 
facilities  |he  Rail-Roads  have  afforded. 

In  1839  a  Committee  of  the  Massachusetts  Legislature, 
having  the  subject  of  Rail-Roads  under  consideration, 
remark,  "  On  every  railway  yet  opened,  the  actual  trans- 
portation has  far  exceeded  the  recorded  estimates  formed 
on  that  existing  in  any  period  previous  to  their  construction, 
and  has  been  constantly  increasing," 

The  counties  on  the  immediate  borders  of  the  Hudson 
River,  including  Rensselaer  and  Albany,  and  those  south 
of  them,  and  dependent  on  the  river  as  a  means  of  commu- 
nication, including  the  cities  of  New-York  and  Brooklyn, 
contained  in  1840  a  population  of  757,697.  They  enjoy  the 
best  steam-boat  facilities  for  travelling,  which  by  many 
persons  is  supposed  to  be  superior  to  that  of  Rail-Roads. 


14 


If  so,  then  according  to  population  of  contiguous  counties 
compared  with  the  Rail-Roads  in  the  preceding  table,  the 
annual  number  of  passengers  should  be  61x757,697  or 
4,735,606.  But  the  highest  estimate  of  travelling  on  the 
Hudson  River  boats  makes  the  annual  number  of  passen- 
gers 1,500,000,  or  less  than  one  third  the  ratio  of  that  on 
the  Rail-Roads  given  in  the  table.  If  the  average  of  the 
Rail-Roads  for  the  whole  year,  or  winter  and  summer,  be 
compared  with  the  boats  for  the  season  of  navigation,  call- 
ing the  season  230  days  for  the  1,500,000  passengers,  then 
the  ratio  is  one  half  as  great  by  the  boats  as  by  the  Rail- 
Roads.  Now  there  are  other  sources  besides  the  contigu- 
ous counties  in  both  cases  that  have  an  important  bearing 
on  the  amount  of  travel h'ng.  On  the  Rail-Roads,  the 
travelling  between  New-York  and  Boston,  and  between 
Boston  and  a  large  portion  of  New-Hampshire,  Vermont, 
Maine  and  Connecticut,  passes  over  them.  On  the  Hud- 
son River,  exclusive  of  those  on  the  borders  of  the  route 
under  consideration,  is  concentrated  the  travelling  of  near 
one  and  a  half  millions  in  the  state  of  New-York,  besides 
that  from  Vermont,  Canada  and  the  Western  states.  It  js 
the  route  of  a  large  amount  of  fashionable  travelling  to 
Niagara  falls,  to  Saratoga  and  other  watering  places.  As 
a  route  for  general  travelling,  the  Hudson  River  has  a  popu- 
lation and  business,  probably  three  times  greater  than  is 
enjoyed  by  all  the  Rail-Roads  in  the  table.  So  far,  then,  as 
population  and  business  is  regarded,  the  Hudson  River 
boats,  if  they  afford  facilities  for  travelling  equal  to  Rail- 
Roads,  should  transport  annually  about  5,000,000  of  pas- 
sengers, or  at  least  three  times  as  many  as  they  do  transport. 

There  is  also  the  question  of  rate  of  fare  or  charges,  that 
influence  travelling.  This  is  about  two  and  a  half  times 
greater  on  the  Rail-Roads  in  the  table  than  the  average  rate 
on  the  Hudson  River  boats.  ^ ;  .  . 

It  therefore  appears,  that  leaving  out  of  view  the  concen- 
tration of  business  from  a  distance,  and  comparing  with 


15 


population  directly  along  the  routes,  and  comparing  the 
summer  business  on  the  boats  with  the  average  of  the  year 
(winter  and  summer)  on  the  Rail-Roads,  the  latter  trans- 
port double  the  number  of  passengers  at  more  than  double 
the  rate  of  fare,  that  is  transported  by  the  former. 

It  would  be  difficult  to  find  more  conclusive  evidence  of 
the  superiority  of  Rail-Road  conveyance  over  that  of  the 
steam-boats  on  the  Hudson  River.  The  distance  travelled 
by  each  passenger  is  probably  greater  on  the  boats  than  on 
the  Rail-Roads.  The  facilities  for  travelling  from  place  to 
place,  and  for  distances  of  five  to  fifty  miles,  by  Rail-Road, 
affording  the  opportunity  of  going  and  returning  in  a  short 
time,  greatly  increases  the  number  of  travellers  on  them. 
The  boats  can  only  receive  and  discharge  passengers  at 
their  regular  landings,  often  ten  or  fifteen  miles  apart,  which 
leaves  a  large  amount  of  way  travelling  either  not  accom- 
modated at  all,  or  but  partially  accommodated,  while  the 
Rail-Road  would  take  them  up  and  set  them  down  at  or 
near  their  own  doors. 

The  time  of  running  in  each  direction,  and  the  compara- 
tively slow  speed  of  the  boats,  require  so  much  time  to  make 
a  journey  and  return,  as  to  render  the  accommodation  very 
indifferent.  For  instance,  a  traveller  must  consume  from 
12  to  14* hours  in  the  journey  from  Newburgh  to  Poiigh- 
keepsie,  and  return,  while  two  hours  by  the  Rail-Road 
w^ould  often  give  time  to  make  the  journey,  transact  his 
business  and  be  again  at  his  usual  occupation  at  home. 

There  are  four  steam-boats  per  day,  two  up  and  two 
down,  between  Yonkers  and  New-York,  and  also  between 
Sing  Sing  and  New-York.  Notwithstanding  this  accom- 
modation from  boats,  there  are  from  Sing  Sing  four  daily 
stages,  two  out  and  two  in,  that  run  five  miles  over  a  hilly 
road  to  convey  passengers  to  and  from  New-York  by  the 
Harlem  Rail-Road,  at  double  the  charge  by  the  boats. 
From  Yonkers  six  daily  stages  (three  out  and  three  in)  run 
to  the  Harlem-Rail-Road,  a  distance  of  five  miles,  to  obtain 
twelve  miles  by  Rail-Road  to  New- York. 


16 


A  little  attention  will  show  the  great  superiority  of  a 
Rail-Road  over  the  boats  in  accommodating  the  way  tra- 
velling between  the  towns  on  the  route.  The  influence  of 
the  Rail-Road  on  the  business  between  New-York  to  the 
several  towns  on  the  route  to  Albany,  Troy  and  Saratoga, 
has  been  so  much  discussed  in  former  reports,  that  it  does 
not  appear  necessary  to  notice  it  further  at  this  time.  It 
will  not  be  doubted,  after  an  intelligent  examination,  that  the 
waybusiness  will  be  doubled  very  soon  after  the  Rail-Road  is 
opened,  and  the  greatest  part  of  it  will  be  secured  to  the  Road. 

My  own  views  of  the  prosperity  of  the  summer  business  for 
the  Hudson  River  Rail-Road  have  been  based  on  the  opi- 
nion, that  this  mode  of  conveying  passengers  was  decidedly 
superior  to  that  of  steam-boats  on  the  best  navigation. 
Every  development  gives  strength  to  this  opinion,  and 
however  slow  the  public  mind  is  in  appreciating  the  sub- 
ject, the  demonstration  only  awaits  the  opening  of  a  res- 
pectable portion  of  the  Road  to  dissipate  all  doubts,  and 
show  us  that  a  double  track, is  indispensable  to  accommo- 
date the  vast  traffic  that  will  offer.  So  far  as  this  can  be 
demonstrated  by  the  working  of  existing  Rail- Roads,  as 
compared  with  the  working  of  the  steam  boats  on  the  Hud- 
son, the  question  is  settled,  and  there  can  be  no  doubt  the 
additional  travel  on  the  Rail-Road  will  induce,  will  in  two 
years  after  its  opening  be  equal  to  the  whole  present  travel 
by  the  boats.  The  Rail-Road  must  take  the  best  of  this 
travel ;  and  if  the  boats  now  average  between  6  and  7,000 
per  day,  the  Rail-Road  cannot  perform  its  duty,  and  have 
a  less  amount  including  way  and  through  passengers. 
This  is  not  more  than  would  be  due  to  it,  leaving  the 
boats  as  many  as  they  now  have,  on  the  basis  of  the  pas- 
senger business  presented  in  the  table  ;  and  when  it  is  con- 
sidered that  the  character  of  the  Road,  and  the  magnitude 
of  the  trade,  will  permit  the  transportation  at  half  the  rate 
of  fare  charged  on  those  roads,  this  estimate  must  be  re- 
garded as  very  moderate.    From  the  great  concentration, 


17 


as  before  remarked,  at  Alban}^  and  Troy,  the  proportion  of 
through  travel  will  no  doubt  be  greater  on  this  Road  than 
on  any  other  on  this  continent.  Taking  the  lowest  of  the 
amounts  above  slated  for  daily  travel,  and  computing  the 
season  at  220  working  days,  we  have  an  aggregate  of,  say 
1,300,000  passengers.  This  is  but  little  over  half  the  num- 
ber carried  on  some  of  the  English  Rail-Roads,  that  are  but 
little  longer,  with  competing  lines  to  divide  the  traffic. 
Three  tenths  may  be  considered  as  through,  and  seven 
tenths  wa}^  traffic.  The  latter  averages  between  one  quar- 
ter and  one  third  the  distance,  or  say  40  miles.  With  a 
double  trnck  and  furniture  complete,  the  Road  could  in  the 
Same  time  transport  2,000,000  passengers.  It  will  be  the 
interest  of  the  Company  to  have  a  double  track  laid  as  early 
as  possible  after  the  first  is  opened.  That  this  will  be 
necessary  I  do  not  entertain  a  doubt. 

No  great  expectation  has  been  indulged  for  summer 
freisjhts,  at  the  same  time  there  are  certain  kinds  of  frei2:ht 
that  will  seek  the  Rail-Road,  especially  that  designed  to 
supply  the  daily  market  of  a  great  city,  and  will  not  regard 
cost  so  much  as  expedition.  The  reasons  for  this  have 
been  fully  presented  on  former  occasions,  and  will  not  be 
dwelt  upon  at  this  time. 

In  view  of  the  considerations  above  presented,  the  fol- 
lowing estimate  of  summer  trade  is  given  for  the  second  year 
of  its  complete  operation  : 


300,000  through  passengers  a    $1,50     -       -  $450,000 


Summer  Business. 


700,000  w^ay 


a 


50  cts. 


350,000 
50,000 


Freight, 


Total  Receipts,  - 


-  $850,000 


It  is  confidently  believed  that  the  above  will  be  regarded 
a  low  estimate  by  any  intelligent  mind  familiar  with  Railf- 

8 


18 


Road  travelling  and  with  the  circumstances  of  the  route  of 
this  Rail-Road.  But  it  is  said  the  steam-boats  will  run  for 
one  shilling  and  defeat  the  Rail-Road.  On  this  point  I  am 
of  the  opinion  the  Rail-Road  will  do  a  handsome  business 
even  though  steam-boats  run  for  nothing.  It  has  superior 
powers  on  this  route  for  accommodating  the  passenger 
trade,  and  if  well  conducted  it  can  command  the  best  por- 
tion of  the  travelling  business,  notwithstanding  anything 
that  can  be  done  with  steam-boats. 

The  Winter  Business  of  the  Rail-Road. 

When  the  river  is  obstructed  by  ice  there  is  no  question 
the  whole  traffic,  in  both  freight  and  passengers,  will  be 
commanded  by  the  Rail-Road.  On  this  point,  it  is  only  im- 
portant to  examine  as  to  the  probable  amount.  The  ave- 
rage time  the  river  is  closed  by  ice  is  about  100  days,  and 
considering  the  uncertainty  that  attends  the  closing  and 
opening  of  navigation,  the  Rail-Road  may  be  considered  as 
having  the  command  of  the  main  business  from  first  of  De- 
cember to  thirty-first  of  March,  or  four  months  of  the  year. 

It  has  been  stated  on  previous  occasions,  that  the  open- 
ing of  facilities  by  good  Rail-Roads  would  lead  to  a  corres- 
ponding increase  in  the  amount  of  winter  business.  The 
following  statistical  facts  will  show  how  far  experience  has 
supported  this  opinion : 

Utica  and  Schenectady  Rail-Road. — 78  Miles. 

RECEIPTS. 

Freight  and 
Freight.  passengers. 

From  1st  Dec.  1844  to  31st  March,  1845,  $29,965  86,771 
«'     1845  to  1846,    49,881  106,586 

«  "     1846  to  1847,     91,304  148,049 

"  "     1847  to       "  1848,  109,975  204,768 

The  increase  in  three  years  for  freight  and  passengers 
together  is  135  per  cent.  The  increase  in  freight  alone  is 
267  per  €ent.  in  three  years. 


19 


Western  Rail-Road,  Albany  to  Worcester.-156  Miles. 

TOTAL  RECEIPTS. 

Dec.  1st,  1S44  to  March  31st,  1845,  $200,270 
1S47  to  1S48,  362,128 

Increase  in  three  years  SO  per  cent. 

In  my  report  of  January,  1846,  it  was  estimated  the 
Western  Road  would  reach  $220,000  for  the  winter  months 
of  that  year.  They  proved  to  be  about  $265,000,  (the  exact 
returns  in  full  not  obtained.)  In  the  prospectus  published 
by  the  Commissioners  in  June  of  that  year,  it  was  esti- 
mated that  the  receipts  for  the  four  winter  months  on  that 
Road,  for  the  year  1S49,  would  be  $330,000.  It  now  ap- 
pears they  were  $362,128  for  the  winter  of  1847  and  1848, 
a  season  of  no  unusual  press  of  trade.  The  business  is 
increasing  so  rapidly  on  this  road  (Western)  that  a  double 
track  is  found  necessary  for  its  accommodation,  which  is 
in  course  of  construction  ;  and  it  is  expected  fifty  miles 
will  be  laid  down  this  season.  There  can  be  no  reasonable 
doubt  the  winter  trade  of  this  Road  will  exceed  $400,000 
before  the  Hudson  River  Rail-Road  can  be  opened  to  Al- 
bany, ^'he  Western  Road  is  about  the  same  length  (a 
few  miles  longer)  as  the  Hudson  River  Rail-Road.  What 
are  the  comparative  advantages  for  trade?  First,  as  to 
contiguous  population.  Taking  the  entire  population  of 
Massachusetts  from  the  west  line  of  the  state  to  the  east 
line  of  Worcester  count}',  (being  ten  miles  east  of  the  ter- 
mination of  the  road  at  Worcester,)  adding  twelve  per 
cent,  to  the  census  of  1540,  as  the  increase  to  1845,  is 
262,228.  Add  to  this,  the  counties  of  Columbia,  Rensse- 
laer and  Alban}^  and  the  total  of  what  may  be  regarded 
contiguous  population,  is  449,810.  On  the  Hudson  River 
line,  taking  only  the  river  counties  from  Albany  and  Rens- 
selaer south,  less  one  sixth  of  Dutchess,  one  half  of  Orange 
and  Putnam,  three  fifths  of  Westchester,  and  including  the 


so 


city  of  Brooklyn,  the  total  contiguous  population  is  797,390, 
or  nearly  double  that  on  the  Western  Road. 

It  has  been  seen  that  the  business  of  freight  on  the  Utica 
Schenectady  Rail-Road  has  increased  for  the  same  winter 
monihs  267  per  cent,  in  three  years,  while  the  trade  of  that 
Road  has  had  but  very  imperfect  means  of  reaching  the 
ultimate  market  which  it  naturally  seeks.  This  Road  and 
others  west  to  Buffalo,  are  being  put  in  a  much  better  con- 
dition for  business ; — when  this  is  done  and  canal  tolls  on 
the  Rail-Road  are  removed,  (as  they  doubtless  will  be  soon) 
its  trade  for  the  same  winter  months  wiW  no  doubt  be 
doubled  at  least.  A  rail-road  will  soon  be  opened  to  White- 
hall, 75  miles  north  of  Alban3S  which  will  connect  with 
other  northern  rail-roads,  and  contribute  a  large  addition 
to  the  present  winter  business  that  centres  at  Albany  and 
Troy.  The  inevitable  tendency  of  rail-roads  is  to  diffuse 
business  more  equally  through  the  year.  Instead  of  a  press 
of  business  at  the  close  and  opening  of  navigation,  (when 
water  borne  freights  are  often  equal  to  or  above  rail-road 
freights,)  considerations  of  capital  employed,  fresh  assort- 
ment of  goods,  and  the  condition  of  markets,  will  send  a 
large  amount  of  traffic  to  the  rail-roads.  The  general  course 
of  trade  from  the  country  north  and  west  of  Albany  and 
Troy  is  to  New-York.  This  concentration  can  only  be 
compared  to  the  radii  of  a  great  circle,  gathering  a  vast 
trade  as  to  its  centre,  at  the  northern  depot  of  the  Hudson 
River  Rail-Road,  which  it  must  enjoy  two  thirds  of  the 
year.  In  addition  to  the  consideration  of  the  vast  trade 
that  centres  to  it,  the  Road  will  have  at  its  northern  termi- 
nus the  political  capital  of  the  state,  with  a  population  of 
60,000,  and  40,000  more  in  its  immediate  vicinity,  and  the 
commercial  capital,  with  a  population  of  half  a  million  at 
its  southern  terminus,  presenting  unusual  inducements  for 
winter  travelling. 

The  subject  only  needs  examination,  and  it  is  confidently 
believed  that  any  intelligent  mind  will,  on  investigation,  at 


21 


once  pronounce  public  opinion  far  behind  the  enterprise  in 
regard  to  the  extent  of  its  usefulness  and  productiveness. 

After  much  consideration,  I  have  prepared  the  following 
estimate  of  the  gross  receipts  that  may  be  expected  the 
second  year  of  its  operation  from  the  business  of  the  Road. 
In  subniitting  it  I  am  fully  persuaded  of  the  concurrence  of 
intelh'gent  business  men,  who  will  take  the  pains  to  look 
into  the  vast  sources  of  trade  that  must  centre  upon  it. 
The  friends  of  this  great  enterprise  have  only  to  look  to  its 
construction  on  a  scale  commensurate  with  the  extent  and 
character  of  the  business  it  is  to  accommodate. 

Estimated  gross  receipts  the  second  year  the  Road  is  in 
complete  operation  from  this  city  to  Albany. 

Summer  Business. 

300,000  through  passengers,  a  $1  50,      -       -  $450,000 

700,000  way            do.        a       60  cts.        -  350,000 

Freight,         -----  50,000 


Winter  Business. 
Gross  amount  of  freight  and  passengers 
doulale  that  of  the  Western  Rail- 
Road  for  the  four  winter  months 
ending  31st  March  last. 
362,128x2— 7:24,256,  say,     -      -  730,000 
U,  States  Mail  for  the  year,  1st  class,  40,000 


$850,000 


$770,000 

Total  for  the  3^ear,  -  -  1,620,000 

Working  ex])enses  and  maintenance  of  way,  810,000 

Nett  earnings,       -       -         .      $S  10,000 

Respectfully  submitted, 

JOHN  B.  JERVIS, 

Chief  Enguieer, 


22 


Statement  of  Receipts  and  Expenditures  of  the  Hudson  River 
Rail-Road  Comj)amj,from  March  1st  1847,  to  May  31st,  1848. 

Receipts.  ^ 
Payment  on  instalments  called  for,       -  $1,379,180 
In  addition  to  the  capital  of  $3,016,500,  the 
Company  have  authority  to  issue  stock 
to  the  amount  of  $300,000,  for  the  pur- 
pose of  paying  interest.    Of  this  stock 
there  has  been  issued  at  par  374  shares,  37,400 
Amount  received  for  interest  on  deposits 
with  the  New-York  Life  Insurance  and 
Trust  Co.  to  November  1st,  1847,       -      tl4,161  88 


Total  receipts,       .       -       .       .     $J, 430,741  88 

Expenditures. 
Grading,        -  $330,861  37 

Land  for  46  miles  of  road,     ,  -  282,839  44 

Land  for  depots,     -       -       -  128,181  51 
Expenses,  including  office  sal- ^ 

aries,  rent,  sahiries  of  En-  | 

gineers  and  Land  Commis-  )>  93,246  44 

sioners,  and  expenses  con-  | 

nected  with  procuring  land,  J 

Iron,   53,673  03 

Cross  Sleepers,        -       _       _  547  20 

Interest  payment  of  Nov.,  1847,  25,249  13 

May,  1848,  28,999  96    943,598  OS 


Leaving  abalance  on  hand  31st  May,  1848,  of  $487,143  80 

JOHN  M.  HOPKINS,  Sccretanj, 


*  Payments  have  been  made  in  full  at  the  (;ffice  of  the  Company  on  subscrip- 
lions  to  the  amount  of  479  shares,  and  in  Pou<ihUecf)sie  on  the  amount  of  over 
500  shares  ;  the  sum  received  for  the  hitter  amount  is  not  how  ever  included  in  ihe 
above  statement  of  receipts,  the  payments  having  been  made  but  recently,  are 
not  yet  on  the  books  of  the  Company  in  New-Yoik. 

t  In  addition  to  this  item,  interest  is  due  the  Company  on  deposits  with  the 
Trust  Company  since  1st  iNovember  last,  estimated  at  ^14,500. 


23 


TABLE  OF  GRADES 

On  the  Hudson  River  Rail-Rood^  between  TlLirly .second-street, 
in  the  citij  of  JSew-York,  and  Albany. 


Distance. 

Inclination  per 
tiiili!. 

Ascent. 

Descent. 

Total  As 
cent  and  De 

Sf.-llt. 

Miles. 

Feet. 

Feet. 

Feet. 

Feet. 

100.221 

Level. 

9.204 

0.271 

2.5 

2.5 

5.993 

u.ouu 

3. 

3. 

1.759 

1.136 

2. 

2. 

2.454 

2.445 

6. 

6. 

1. 

5. 

5. 

5. 

3.007 

30. 

2.006 
2.505 

>  10. 

20. 

25. 

>  127.5 

1.503 

15. 

3.503 

15. 

2.301 

13. 

30. 

30. 

2.240 

13.160 

30. 

30. 

0.504 

15. 

7.5 

7.5 

f  138.450 

113.5 

100. 

213.5 

3.95SDistance  from  60th-street  to  the  foot  of 
Canal-slreet,  through  which  the  grades 
are  adjusted  to  the  Corporation  regu- 
lations. 


142.40S,Total  distance  from  Greenbush  (Alban}^) 
1    to  the  foot  of  Canal-street,  New-York. 


24 


SUMMARY  OF  CURVES  AND  STRAIGHT  LINES. 


Number 

of 
Curves. 

Longtli  of  Curve 
:)f  sume  deflection 
in  miles. 

Radii  in 
i'eet. 

1 

Defleclion  in 
degreed. 

Total  deflection 
in  degrees. 

2 

.3249 

J  000 

117°  42' 

P'kskill  Depot.- 

4 

.5320 

2000 

80  29 

9 

2.3442 

2062 

334  35 

1 

0.3725 

2475 

191 

10 

1.S036 

2507 

217  30 

8 

1.1  100 

3000 

112  59 

92 

19.5662 

30t^4 

1776  30 

1 

0.6640 

3375 

33 

4 

0.S920 

3570 

75  35 

7 

1.5230 

3713 

124  10 

3 

0.3990 

4000 

30 

17 

3.6200 

4036 

271  13 

30 

6.7160 

4125 

495  29 

2 

0.3570 

4528 

23  51 

10 

2.9760 

4641 

194 

3 

0.5700 

5000 

34  24 

14 

2.5411 

5156 

149  7 

5 

1.0930 

5305 

51  20 

2 

0.2660 

6000 

13  15 

3G 

6.2715 

6188 

304  35 

1 

0.3150 

7000 

13  37 

1 

0.0200 

7140 

50 

J. 

n  1  QzLO 
U.lo'iU 

7426 

18 

1 

0.3S35 

7735 

15 

2 

0.4990 

8000 

18  49 

2 

0.5451 

8071 

20  28 

7 

1.8500 

9282 

60  20 

1 

0.1850 

10000 

5  32 

3 

0.4926 

10313 

14  27 

47970  47, 

279 

58.4162 

Miles  curved  line. 

83.9918 

"    straight,  (to  foot  of  Canal-street.)? 

I 


9 


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